Internal-combustion engine.



T. KAUANJEE & A. B. PARANJAPE. INTERNAL COMBUSTION ENGINE. APPLICAHON man NOV. z, 1913.-

1 1 42 5 8 1 Patented June 8, 1915.

AnanU B, Pararga e, 65% M ia".

TRICAMDAS xamimgsn AND ANANTYBABURAO PARANJAPE, or BOMBA INDIA.

INTERNAILCOMBUSTION ENGINE.

Specification 0! Letters Patent.

Application filed November 1, 1913, Serial'lto. 798,726.

To all whoin it may concern:

Be it known that we, TRicA'MnAsKALIeN- JEE and ANANT BABURAG PARANJAPE, Hindu sub'ects of the-Emperor of'India, residing at omba'y, India, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following'is'a specification. I Plus-invention is for improvements in internal combustion engines.

The object of this invention is to increase thepower developed by internal combustion engines of any given sizeby an increase of the-air and oil supplies. power of all existing internal combustion engines is limitedby the amount of oxygen'thcir cylinders can takein atone stroke when open to-the atmosphere. When thetair'is cold and the cylinder is cool the maximum charge may be drawnin'and the maximum amount of oil may be consumed completely. In a hot engine room where the temperatuiemay be 100 Fah. and upward and the cylinder is alreadyhighly heated by working, theair is heated and expanded while entering, and thus the amount of oxygen or weight of air drawn in is reduced considerably, and the power of the engine is reduced in proportion. This condition must continue so long as the cylinder draws its supply directfrom the air at its'ordinary' pressure.

In the present invention-means are used to increase the quantityof xygencontained in the air-charge of the cylinder, and by way of illustration its application to a Diesel engine will now be shown.

Instead of limiting the amount of oxygen to what is ordinarily drawn into the cylinder by the movement of'the'pistonQ an additional supply of compressed air is provided by means of which a supplementary quantityisadded to, that already drawn in and thusfwith an increasein the oxygen supply a greater supply of oil may be burnt producing an increased volume of highly heated and elastic As the fuel charge of the Diesel engine isln'fot burnt instantaneously but is fed'jn during'a certain period of time,

- there need be no increase .beyond the ordinary pressure of 28 to lifi atmosphcres and no increase in the temperature of combustion. For this an adequate increase'of clearance is provided in the cylinder head.

The invention is shown in the attache drawing in Figures 1 and Fig. 1 is a vertical sectional view ofan engine with pa 'ts'shown in elcva tion. Fig. '2 s a diagram illustrating the cycle of operation and, Fig. 3 is a fragmental plan view of-the cam mechanism.

Fig. 1 represents the cover of a Diesel env 'gine to which are attached additional valves A and E. The air suction valve B, the exhaust valve C and the fuel valve D are those in general use.

The cycle of operation of this engine is as follows, starting from the air suction stroke as indicated on the diagram of revolution in Fig. 2. During the suction strc'te air is admitted to the cylinder through the air valves E and B at position 1 of the crankpin- A and continues until the crank-pin reaches position 2. At this point the nonreturn valve E (Fig. 1) closes automatically but the valve B is kept open by a cam until Patented June 8,1915.

the piston has made about half of its return 7 stroke, namely .to the-point 3, so thatcompressed a r from the valve A enters the cylinder while the crank-pin passes from point 2 to point 3 of its course. The valves A and B now close simultaneously at point 3 and compression commences and-continues until the oil supply ignites and is consumed in the usual way. Valve A like valve B operated by a cam suitably adjusted.

Some of the surplus heat of combustion may be used for heating the'compressed air between the'compression pump and the valve A by means of any suitable heater without increasing its volume which would diminish tsoxygenper cubic foot.

A further. improvement consists in reopening the valve A just en )ugh to admit air to the cylinder through the' valve 13 which is also made to open at the moment when the piston about to complete its exhauststroke and whilcthe exhaust valve is still open. This secondary supply of compressed air is let in, in order to scavenge the exhaust gases in the clearance space of the cylinder, so that the fresh charge of air is free from impurities. u

In the particular case ofa Diesel engine to which we have shown our apparatus attached the means of operating the valves A and B are as follo\vs:- Tl ie arrows show the directions of movement of the cam shaft A driven by gearing off the crank shaft of the engine at half the speed of the latter. The crank shaft and the gearing are not shown. Upon this cam shaft are mounted two cams A and B The cam A works the valve A, and the cam B works the valve B. A and B are two levers swinging on the same fulcrum shaft A. A, B are hardened steel rollers mounted in the jaws at the cam end of the two levers respectively and these rollers rotate on the contours of their respective cams. The projection of the cam A, lifts up the cam end of the lever A at the desired period of the stroke of the piston and consequently the valve end of this lever is pressed down. Thisend of this lever is connected to the end of a lever A by means of ,a connecting rod A and therefore the upward motion produced by the projection of the cam A in the cam end of the lever A is transmitted to the lever A. A is a pointed pin fixed to the lever A. The point of this pin rests on the top of the spindle of the valve A. The motion produced by the projection of the cam A is therefore ultimately transmitted to the valve A which opens when its spindle is pressed down by the pin A, andcloses by the pressure of the s ring A when the cam end of the lever A? as been passed by the projection of-the cam A. i The fulcrum end of the lever A is hinged to the top of a standard A fixed on a projection of a clamp A which is fitted on the neck of the valve cap A. This clamp A can be turned in any directionv so as to bring the link end of the lever A just above the link end of the lever A so that these two ends can be suitably connected by a connecting rod as shown.

. One means of operating the valve A is as explained above, but in general the ways and means of transmitting motion from the cam shaft to the valve A, depend upon the particular type of the engine and must be left to the judgment of the designer.

As regards the means of operating the valve B we make no alteration in the original design of the makers of the engine.

The contour of the cam however requires some alteration which has been already explained in the specification.

For the sake of convenience, we explain below by means of Figs. 4 and'5, how the valve B is operated. I a

The cam B is fitted on the cam shaft A. A hardened steel roller is fitted in the jaw at one end of the lever B and this roller rests on the cam .3 The lever 13 also swings on the fulcrum shaft, A, B. *The valve end of the lever B is provided with 'a cross pin. A screwed set bolt.B is passed through this cross pin. The lower point of this set bolt presses against thespindle of the valve when the cam end of the lever B is lifted up by the projection of the cam B 'Thus the valve B opens. The spring B closes the valve B as soon as the cam end of the lever 13 is passed by the projection of the cam.

The contours of both the cams and their position on the cam shaft in relation to the particular position of the piston are already explained in the specification. Adjustment and settings of the cams and valves'have to be left to the judgment of the operator.

\Vhat we claim as our invention and desire to secure by Letters Patent is 1. In an internal combustion engine, a cylinder, a piston therein, a fuel inlet valve and an exhaust valve and a main air inlet valve in the-cylinder, an automatic non-return valve adjacent the main air inlet valve and in series therewith, an auxiliary air inlet valve also in series with the main air inlet valve, a source of compressed air connected to the cylinder through the last mentioned two/valves in series, and means for opening the. main and auxiliary air valves and for closing said valves together at a desired instant after the non-return valve has closed itself.

2. In an internal combustion engine, a cylinder, a piston'therein, a fuel inlet valve and an exhaust valve and a main air inlet valve in the cylinder, anautomatic non-return valve adjacent the main air inlet valve and in series therewith, an auxiliary air inlet valve also in series with the main air inlet valve, a source ofcomprcssed air connected to the cylinder through the last mentioned two valves in series, and means for opening the main arid auxiliary air valves and for closing said valves together, during the compression stroke, to augment the charge.

3. In an internal combustion engine, a

cylinder, :1 piston therein, a fuel inlet valve.

and an exhaust valve and a main air inlet valve in the cylinder, an automatic non-return valve adjacent the main air inlet valve and in series therewith, an auxiliary air in-. let valve also in series with the main air inlet valve, a source of compressed air connected to the cylinder through the last mentioned two valves in series, means for opening the main and auxiliary air valves and for closing said valves together during the compression stroke, to augment the charge, and means for opening and closing the auxiliary air inlet and main inlet air valves together near the end of the exhaust stroke to effect scavenging.

4. In an internal combustion engine, a cylinder, a piston thcrein, -a cylinder cover, a fuel inlet valve and an exhaust valve mouhtcd in the cylinder cover, a main air inlet valve areanged in a casing in the cylinder cover, a nonreturn valve in series with the main air inlet valve and arranged in the cylinder cover, an auxlllary air inlet valve also in series with the main air inlet valve,

In testimony whereuf we have names to this speeifmaiwm ill the guwxptxzuz-v of two SlllJSCl'lliU'QgI Witnesses lNAlVD. (f. DAMFN, J mmmzm; M. A GU12, 

